Railway-track equipment.



PATENTED JUNE 11, 1907. W. L. CLEMENT.

RAILWAY TRACK EQUIPMENT. APPLICATION rum) FEB. 21, 1901.

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y PATENTED JUNE 11, 1907, w. L. CLEMENT. RAILWAY TRACK EQUIPMENT.

APPLIOATIO H FILED FEB. 21, 1907.

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scription of WALTER L. OLEMEFTT; oE iiiniiiEAPous, INDIANA.

RAILWAY-TRACK EQUIPMENT.

Specification of Letters Patent.

3 Patented June 11, 1907.

Application filed February 21,1907. Serial No. 358,625.

To all whom it may concern:

Be it known that I, WALTER L. CLEMENT, a citizen of the United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented certain new and useful Improvements in Railway Track Equipments; and I do hereby declare the following to be a full, clear and exact dethe invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to new and useful improvements in railway track equipments and my object is to provide a device whereby the jar incident to a train passing over a railway track at an angle to the track upon which the train is traveling will be eliminated.

A further object is to provide means for bracing the several parts of the device so that the same will not become misplaced or loosened by trains passing thereover.

Other objects and advantages will be hereinafter referred to and more particularly pointed out in the claims.

In the accompanying drawings which are made a part of this application, Figure 1 is a perspective view of my improved device complete and showing the same in cooperation with railway tracks which cross each other at right angles. Fig. 2 is an enlarged detail sectional view as seen on line 22 Fig. 1. Fig. 3 is a sectional view as seen on line 33 Fig. 1, and, Fig. 4 is a detail perspective view of one of the members employed in forming my improved device.

Referring to the drawings in which similar reference numerals designate corresponding parts throughout the several views 1 and 2 indicate track ways which are shown as crossing each other at right angles and in order to allow the flanges of the wheels to readily pass at the intersection of the tracks, said rails are cut away which will result in a jar to thetrain as the same passes thereover and in order to obviate this objectionable feature I provide blocks 3 which are preferably arranged in pairs and are located parallel with one set of track rails and between the opposite track rails and insthis instance I have shown the blocks 3 secured to the rails of the trackway 2 and between the rails of the track way 1.

The rails constituting the trackway 1 are formed in a continuous section at the cross ingand are provided with cut away portions 4, which are of suflicient width to receive the projecting ends 5 of the heads of the rails constituting the trackway 2 and also to leave a passage for the flanges 6 of the car wheels 7, the remainder of the rails 2 being abutted against the outer face of the webs of the rails 1 and the rails of the trackway 2 are also of less depth than the rails of the trackway 1 so that the base of the rails 2 will rest upon the base of the rails 1 at their intersection.

Disposed between the track rails 1 and in line with the track rails 2 are rail sections 8 which are employed to form the connection between the ends of the track rails 2 and the heads of said rail sections are likewise cut away as shown at 9 to form a passage for the flanges 6 of the wheels 7 when the train is passing over the track rails 1.

In order to securely hold the rail sections 8 in alinement with the ends of the track rails 2 and prevent the same from becoming displaced by trains passing thereover I have provided means for clamping the blocks 3 between the head and base of the rail sections 8 and also for locking the blocks to the solid rails 1 and to this end I direct laterally through each set of blocks 3 and through the web of the rail sections 8, bolts 10 which are threaded at one end to receive locking nuts 11 and by which means the blocks are seeurely clamped into engagement with the rail sections and in order to firmly lock the rail sections and blocks in alinement with the ends of the track rails 2, I provide the outer faces of each of the blocks 3 with a longitudinal groove 12 which is adapted to receive a bolt 13 which is of sufficient length to extend the lull length of the blocks and through the webs of the track rails 1, one end of the bolts 13 being provided with a head while the opposite end thereof are threaded to receive locking nuts 14.

In order to additionally brace the rail sections 8 I dispose below said rails sections and the blocks 3 one or more bars 15, which are secured in position by passing bolts 16 through the blocks 3 and securing the bar thereon by means of nuts 17 and by so securing the several parts together it will be seen that a very rigid construction will be pro vided and one that will not be readily displaced by the traflic thereover.

In order to eliminate the jar from the wheels as the train is passing on the trackway 2 and over the trackway 1, I have provided the blocks 3 on the inner faces of the rail sections 8 with longitudinal channels 18,

- usually encountered said channels being so arranged that the flanges of the wheels will travel upon the floor of the channels so that the tread of the wheels will not drop into the cut away portions 9 and cause a sudden jar and the ends of each of the blocks 3 are likewise provided with auxiliary channels 19 which are at right angles to the channels 18 and adjacent the inner faces of the heads of the rails forming the track rails 1 so that the web of the wheels traveling on the track rails 1 and crossing the trackway 2 will likewise engage the floor of the auxiliary channels and prevent a jar when the wheels are passing over the cut away portions 4.

By this construction it will be seen that when the wheel is centrally over the cut away portions in the respective track rails the flange of the wheels will be resting upon the floor of the respective channels and the web of the wheels prevented from descending into the cut away portions so that the jar at railway crossings will be entirely eliminated.

What I claim is:

1. In a device of the class described the combination with intersecting track ways, the rails of one track way being continuous while the intersecting rails abut against the continuous rails and extend at right angles thereto, rail sections between the continuous rails to connect the intersecting rails and means to hold said rail sections in position, comprising blocks, said blocks being arranged in pairs, bolts extending through said blocks and the rail sections, each of said blocks hav 1 I ing longitudinal grooves therein and a bolt extending through the continuous rails and in said grooves whereby the rail sections will be held against lateral movement.

7 2. In a device of the class described the combination With intersecting track ways, the rails of one of which are continuous; of rail sections between said continuous rails to form a connection between the oppositely disposed rails, blocks arranged in pairs and one at each side of each of said rail section s, bolts extending through said blocks and the rail sections therebetween, a bolt extending through the continuous rails and longitudinally of said blocks and resting in a channel in the outer faces of said blocks, a bar below said blocks and rail sections and means to secure'said bar to the blocks.

3. The herein described means for eliminating jars at railway crossings comprising blocks disposed in pairs and at each side of one of the intersecting railway tracks, a channel longitudinally disposed in the upper surface of the inner blocks and auxiliary channels at the ends of each of the blocks adapted to receive and form bearings for the flanges of the wheels respectively passing over said tracks and means to secure said blocks in position.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WALTER L. CLEMENT. Witnesses:

J. H. STENN, COLTER' E. KINNEY. 

